Automatic railway-crossing danger-signal.



1. B. LINKER. I AUTOMATIC RAILWAY CROSSING DANGER SIGNAL APPLICATION FILED FEB- 28. 19H- 4 Patented Feb.13

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UNITED STATES PA ENT ornrcn.

JAY B. LINKER, OF CHARLOTTE, NORTH CAROLINA.

AUTOMATIC RAILW'AY-CBOSSING DANGER-SIGNAL.

Application filed February 28, 1914.

To all whom it may concern:

Be it known'that I, JAY B. LINKER, a citizen of the United States, residing at Charlotte, in the county of Mecklenburg and State of North Carolina, have invented a new and useful Automatic Railway-Crossing Dange1'Signal, of which the following is a specification.

This invention relates to new and useful improvements inelectric railway signaling systems and more particularly to signaling systems for use in connection with railway crossings and the primary object of the invention is to provide an improved system which will positively ope ate to signal persons at the crossing when a train is approaching.

A further object of the invention resides in providing an improved circuit closing mechanism for the operation of the signals and still another object of the invention resides in providing a signaling system which is simple in construction, inexpensive to manufacture and one which will be very ellicient and useful in operation.

lVith these and other objects in view, the invention consists in the novel features of construction, combination and arrangement of parts as will be hereinafter referred to and more particularly pointed out in the specification and claim.

In the accompanying drawing forming a part of this application, the figure is a plan view partly in section and partly in' diagram, showing the various connections between the switches and signal apparatus, of a device constructed in accordance with my invention.

In describing my invention, I shall refer to the drawings in which similar reference characters designate corresponding parts throughout the several views and in which 1 indicates a track way consisting ofthe rails 2 mounted on the ties 3 and 4 indicates the road bed of a crossing. My invention contemplates the provision of an improved system for signaling persons at the crossing of the approach of a train or other moving object on the track way. To this end, a plurality of switches A, B, C, D and E are arranged in connection with the track way in spaced relation to one another, said spacing being as desired and the intermediate switch C being disposed at one side or in the road bed of the crossing. It might be here stated that these switches are arranged,

Specification of Letters Patent.

Patented Feb. 13, 1917.

Serial No. 821,795.

mounted to one side of one rail and has a knifev switch 6 arranged therein. Fulcrumed intermediate of its ends on arms 7, is an actuating arm 8 which has linked or other loose pivotal connection with the circuit closing arm of the knife switch 6.

Pivotally or otherwise loosely connected to the opposite end of the arm 8 is one end of a substantially T-shaped actuating lever 9. The head portion of the T-sha'ped lever is adapted to abut the rail and the shank portion thereof is guided through'an opening 10 in the housing of the switch proper. The ends of the head portion of the substantial T so formed, are provided with projections 11 which are also guided through additional openings 12 in the adjacent wall of the housing of the switch. Coil springs 13 encircle the shank or T-shaped member 9 and depending portions 11 between the head of said member and the adjacent wall of the housing of the switch so as to normally force said head portion of the member 9 into a position in contact with the upper portion of the rail.

The portions of the head of the member 9 projecting on opposite sides of the shank thereof, are somewhat inclined outwardly, it being understood that the member 9 is disposed substantially in a horizontal position and, in view of this condition, the central portion of the head of the member 9 is the only portionactually contacting with the web of the rail. This leaves a space between the free end portions of the head of the member 9 and the web of the rail, so that the'flanges of the wheels of a car may readily enter and contact with the outer edge of the head of said member. Thus, said member 9 will be forced from the rail'through themedium of the flanges on the wheels of the car. It must also here be statedthat an operating lever 9, constructed as above described is provided in connection with each of the remaining switches B, C, D and E and cooperates with the operating parts of said switches, as will be here inafter and more particularlv set for As stated, the switch member A proper has a knife switch 6 arranged therein and the contact posts thereof have the wires 14 and 15, respectively, leading therefrom. A pair of conductors l6 and 17 extend longitudinally of the track way and receive current from a pair of line wires 18, through the medium of the feed wires 19. The wire 14 leading from the one contact post of the knife switch 6 connects with the one conductor 17, while the wire'15 connects with an auxiliary conductor 20, which also e tends longitudinally of the track way connections, as will later appear to the various switches.

The second switch, indicated as B, consists of an electro-magnet 21 which has connection, through the medium of the wire with the auxiliary conductor 20. An armature of this magnet is designed to form substantially a catch member or the like for one end of a fulcrumed arm 24, the latter being fulcrumed intermediate of its ends and designed for cooperation with the shank of the lever -9 which is arranged for operation in connection with this switch, in a manner similar to the arrangement described in connection with the switch A. A pair of knife switches 25 and 26 are arranged in connection with this switch B, the circuit closing members thereof being connected, through the medium of a rod or the like 27 with the fulcrumed arm 24. One end post of the switch 25 connects, through the medium of the wire 28, with the second contact post of the electro-magnet 21 and the other contact post of this knife switch 25 connects through the medium of a wire 29, with the conductor 16. One contact post of the knife switch 26 connects, through the medium of a wire 30 with the conductor 17 and the other post of this last mentioned switch connects, through the medium of a wire 31, with a member of the adjacent switch C to be hereinafter and more particularly set forth. Vhen the catch member 23 is properly engaged with the free end of the arm 24, so as to hold the latter in a raised position, the circuit closing members of the knife switches 25 and 26. will be held closed to complete certain circuits. In view of the construction of the operating lever 9, however. it will be seen that said arm 24 is adapted to be normally held in its lowered position, in view of the action of the springs 11, thus retaining the circuit completing arms of the knife switches 25 and 26 in their ineffective positions to open said switches 25 and 26. Should these switches be held closed, however, through the medium of the catch member 23, with the arm 24, the same may be opened by the energizing of the magnet 21, which will attract the armature or catch member 23, thus releasing its engagement with the arm 24 and permitting the springs 11 to act, where by said switches 25 and 26 will be opened. These operating parts of the switch member B are housed, as are the parts of the switch member A, and it must be here stated that all of the parts of the switches proper are so housed below the surface of the ground.

The switch C consists of an electro-magnet 32, the latter having connection, through the medium of a wire 33, with the auxiliary conductor 20. An armature 34 is provided for this electro-magnet which is designed as is the armature 23 of the switch B, 2'. 6., to form a catch member for a fulcrumed rod 35, the latter being designed similar to the arm 24, for cooperation with the respective operating lever 9. In. this particular switch member, a trio of knife switches 86, 37 and 38 are provided, all of which are connected, through the medium of an arm 39, with the one end of said arm 35. The two switches 36 and 37 are designed to close simultaneously, while the switch 38 is so designed as to be opened when the switches 36 and 37 are closed, the purpose of which will be seen from the description to be presently set forth. The remaining post of the electromagnet 32 connects, through the medium of a wire 40, with one contact post of the switch 38, while the other post of this switch connects, through the medium of a wire 41, with the conductor 16. The one contact post of the switch 36 connects, through the medium of wires 63 and 42, with one contact post of the switch 37, while the other contact post of this switch 36 is connected with the wire 31, which leads from the knife switch 26 of the aforementioned switch B. The remaining contact post of the switch 37 connects with parts of the adjacent switch D, through the medium of a wire 43 and this connection will be hereinafter and more particularly set forth.

The switch D is substantially identical to the switch B but, for convenience and clearncss, the parts thereof will be enumerated. An electro-magnet 44 is provided for this switch which has one pole thereof connected to the auxiliary conductor 20, through the medium of a wire 45. The armature for this magnet is indicated as 46 and is also designed as the armatures 23 and 34 of the aforementioned switches B and C, respec tively. A fulcrumed arm 47 is designed for cooperation with this armature 46, which is also designed as a catch member and this arm 47 cooperates with the respective operating lever 9 of the switch. A pair of knife switches 48 and 49 are also provided, which have connection through the medium of an arm 50 with said arm 47, whereby to be operated by the latter. One contact post of the switch 48 connects with the conductor 16, through the medium of a wire 51, the other post of this switch connecting with the other pole of the electro-magnet, through the medium of a wire 52. The wire 43 which, as stated above, leads from the one contact post of the knife switch 37 of the main switch C, connects with one post of the knife switch 49. The other post of this knife switch 4.9 connects, through the medium of a wire 53, with the conductor 17 The remaining switch E is identical in structure to the first referred to switch A, but for convenience and clearness, the parts thereof will also be described. A knife switch 5% is provided, one contact post of which connects, through the medium of a wire 55, with the conductor 17, while the other contact post thereof connects through the medium of a wire 56, with the auxiliary conductor 20. The blade or switch arm of the knife switch 54 has linked or other loose connection with the fulcrumed arm 57 the latter also having connection with the operating lever 9 of this particular switch.

At the road bed of the crossing l, adjacent the trackway, a post is provided, the upper portion of which is designed to form a housing 59, containing the signals proper. The signals consist of an alarm 60 and a lamp 61. A motor 62 is arranged in the housing 59 from which lead the wires 63 and 64, the latter connecting directly with the conductor 16. The wire 63, on the other hand, connects with the wire 42 which connects the contact posts of the knife switches 36 and 37 in the main switch C. The closing of the proper circuit, obviously causes the motor 62 to be. operated, which will sound the alarm and as the lamp 61 is also connected with the motor, said lamp will be lighted upon such closing of the circuit.

As stated above, each of the switches A, B, C, D and E have the operating parts thereof housed, below the surface of the ground and the switch boxes are preferably filled with insulating oil, for obvious purposes.

Arranged in each of the housings or switch boxes of the switches A and E is a dash pot or cylinder 65. A piston is slidably mounted in the cylinder, the rod 69, of which connects with the shank portion of the operating lever 9. It will be understood that in the operation of the switches A and E, the operating levers 9 are actuated against the tension of the springs 11 and, in view of this particular piston and cylinder construction, said levers 9 oil, the! switches A and E will be retarded in the return movement thereof, to their initial positions. The piston of each cylinder, returning slowly to its position will, of course, retard the movement of this lever 9 and thus a number of wheels of a car or other object on a track way may pass over the switch before the lever 9 is returned to its initial position. It must be here stated that providing the car is moving at a high rate of speed, this operating lever, after having been operated by the first wheel of the car, will not return far enough to its initial position to receive the full throw of the next wheel, that is adapted to contact with said operating lever 9.

In operation, assuming that a .car will travel on the track-way in the direction of the arrow shown in the drawings, 2'. 6., from left to right, with all switches open, the wheels of the car will first co6perate with the operating lever 9 of the first switch A. The actuation of this operating lever 9, by means of the wheels of the car will close the knife switch 6 and as the knife switches 25, 38 and AS, respectively, of the switches B, C and D are open, no current can fiow through the magnet coils of the last mentioned switches. As the car continues past the first switch A, the knife switch 6 thereof will return to its open position, as there is no means provided in connection with this main switch A for retaining this particular knife switch closed.

The wheels of the car will next coiiperate with the operating lever 9 of the switch B. The actuation of this lever by the wheels of the car will close the knife switches 25 and 26 and the closing of the latter switch, closes the motor circuit and starts the motor 62, in operation. The placing of the motor 62 in operation, causes the alarm to be sounded, and the lamp 61 to be lighted.

As the car passes the second switch B,the latter will be left closed and the wheels of the car will next coiiperate with the operating lever 9 of the switch C. The actuation of this operating lever by the wheels of the car will close the knife switch 38 and open the knife switches 36 and 37. The opening of the knife switch 36 opens the circuit of the motor 62 and thus stops the alarm, from being sounded and extinguishes the light. The opening of the knife switch 37 prevents the alarm from being sounded and the lamp from being lighted when the knife switch of the following switch D is closed by the wheels of the car, as the latter is continued on its track way.

The next switch to be actuated is the switch D and the actuation of the lever 9 thereof closes the knife switches 48 and 49. The next switch to be encountered, is the last one, namely E and as the flanges of the wheels of the car operate the operating lever thereof, the knife switch 54k will be closed.

The closing of this latter knife switch operswitches will then be returned to their initial positions to be again operated as another car passes over the track way in either direction.

It might be here stated that in the event the car does not pass over more than two of the switches, for instance, A and B, the sig nal will be operated. The car going in the direction of the arrow, shown in the drawings, that is from left to right, the switch A will be operated in the same manner as before stated. The next switch B will also be operated in the same manner as mentioned heretofore and the alarm will be sounded and the lamp will be lighted. Should the car stop, however, at this point or before reaching the switch C, the alarm will continue to be sounded and as the car returns in the opposite direction, from right to left, the switch A will next be encountered, it being remembered that the switch B still remains closed. As the switch A is encountered on the return movement of the car, the magnet in the switch B will be energized, attracting the armature thereto and releasing the engagement of the fulcrum arm of the same. Thus the motor circuit will be broken, thereby discontinuing the sounding of the alarm and extinguishing the light.

Should, however, the car continue in the direction from left to right to a point past three of the switches, for instance, A, B and C and at this point, attempt to return in the opposite direction from right to left, it must be first borne in mind that the switch C, being closed by the previous encountering of the wheels of the car, has opened the signal circuit and caused the sounding of the alarm to be stopped and the light to be eXtin guished and returning, the car again passes over the closed switches B and C and will next encounter the switch A. At this point the knife switch 6 will be closed which energizes the magnet coils of the switches B and 0, thus drawing the armatures in the latter to said coils and causing the disengagement of the armatures from the fulcrum arms in the respective switches. The switches arethen in position to be actuated again by the car passing over the track. If the car should continue in the direction from left to right, and pass over the switch D and, at this point return in the direction from right to left, the'switches will all be opened in the same manner as described when the car passes over the switch A. In this manner, each switch is left in a position to be properly encountered by the following train or car. 1

From the foregoing it will be seen that I have provided an improved signaling system for railway crossings which is simple and durable in construction, inexpensive to manufacture and one which will be very efficient and useful in operation.

The circuit controllers B, C and E are provided for traffic from the left to the right, as seen in Fig. 1, while the controllers D, C and A are for traffic in the other direction, so that it would be seen that the central controller C may be employed for traflic in both directions.

Having thus described this invention, what I claim is In a railway crossingsignal system, a signal; a pair of conductors 16-17 for connection with a source of electrical energy; a third conductor 20; a series of train actuated circuit controllers A, B, G, D and E arranged in the order mentioned; the controllers A, and E each including a normally open switch connected to the conductor 20 and train actuated means for closing said switch; the controller-s B, C, and D each embodying an electromagnet and a normally open switch connected in series with one another and connected in parallel between conductors 16 and 20; the switches of controllers A and E being connected to the conductor 17 the controllers B and D each having a second normally open switch; the con troller C having a pair of normally closed switches connected in series with the second switches of the controllers B and D respec tively and signal; the signal being connected to one of the conductors 16-17- and the second switches of the controllers B and D being connected to the other of said conductors; and each of the controllers B, C and D including train actuated means for operating its switches and a lock for said means controlled by the respective electromagnet.

In testimony that I claim the foregoing as my own, I have hereto aflixed my signature in the presence of two witnesses.

V JAY B. LINKER.

Witnesses:

J. C. NEWELL, M. E. NoLns.

Copies of this patent may be obtained for five cents each, by addressing the commissioner of ."fiatentl,

Washington, D. C. 

